CN108331856B - Method for adapting a contact point of a friction clutch - Google Patents

Method for adapting a contact point of a friction clutch Download PDF

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Publication number
CN108331856B
CN108331856B CN201810036416.7A CN201810036416A CN108331856B CN 108331856 B CN108331856 B CN 108331856B CN 201810036416 A CN201810036416 A CN 201810036416A CN 108331856 B CN108331856 B CN 108331856B
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clutch
friction clutch
region
pressure signal
reference pressure
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CN201810036416.7A
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CN108331856A (en
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乔治·格佩特
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/08—Regulating clutch take-up on starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0257—Hydraulic circuit layouts, i.e. details of hydraulic circuit elements or the arrangement thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1026—Hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/1045—Friction clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3027—Torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50236—Adaptations of the clutch characteristics, e.g. curve clutch capacity torque - clutch actuator displacement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50245—Calibration or recalibration of the clutch touch-point
    • F16D2500/50251—During operation
    • F16D2500/50257—During a creep operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/702—Look-up tables
    • F16D2500/70205—Clutch actuator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/702—Look-up tables
    • F16D2500/70205—Clutch actuator
    • F16D2500/70217—Pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/702—Look-up tables
    • F16D2500/70205—Clutch actuator
    • F16D2500/70235—Displacement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/70406—Pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/70408—Torque

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

The invention relates to a method for adapting the contact points of a friction clutch, which is driven by a hydrostatic actuator (3) in an automated clutch actuating system (1), wherein the contact points according to a pressure/stroke characteristic curve are adapted by means of a pressure (p), whereby a clamping force/stroke relationship is determined which is dependent on a transmitted clutch torque (T). A method for enabling a smooth starting process to be designed, wherein a reliably detectable reference pressure signal (D) is generated in a region (B) preceding a clamping region (C) of the friction clutch (9) and including the play of the friction clutch (9), and after detection of the reference pressure signal (D), the contact points are adapted in the region (B) including the play of the friction clutch (9) without monitoring the clutch torque (T).

Description

Method for adapting a contact point of a friction clutch
Technical Field
The invention relates to a method for adapting a contact point of a friction clutch, which is driven by a hydrostatic actuator in an automated clutch system, wherein a clamping force/stroke relationship, which is dependent on a transmitted clutch torque, is determined by means of pressure adaptation of the contact point, which is obtained from a pressure/stroke characteristic curve.
Background
In automated clutch systems with hydrostatic actuators, in addition to the estimated clutch torque, the pressure in the hydraulic system, which is a direct measurement, is an important source of information that can significantly increase the torque accuracy. For directly actuated clutches, the pressure or estimated clamping pressure or clamping force characteristic is used in order to determine the clutch torque directly from the coefficient of friction. A directly actuated clutch is a clutch in which a lever sensor for changing the gear ratio of the clutch is not required.
DE 102012204940 a1 discloses a method for adapting parameters of a clutch, in which a hydrostatic clutch actuator with a pressure sensor is provided in a motor vehicle. In this method, the contact point is calculated from the pressure signal and adapted. In this case, the clutch control comprises a hydrostatic stroke and is controlled by means of an adaptation algorithm. The slow changes in the pressure-stroke-hysteresis and the clamping pressure-or clamping force-characteristic curve are in principle detected by a monitor. At the same time, the contact point is adapted relatively quickly by the offset of the stroke/pressure characteristic curve. In this case, this is done by directly comparing the pressure curve with the measurement of the pressure sensor. For a directly actuated clutch, the clutch torque is determined from the estimated force characteristic and the friction coefficient. In view of these factors, either the contact point between the two adaptation phases changes only slightly or the contact point can be known with a sufficiently small clutch torque, so that the driver is not aware of the adaptation to large deviations.
In particular, when hydrostatic actuators are used, the hydrostatic stroke can be offset by a significant amount within one minute. This detection is only carried out in the region of the clutch with clamping force, which has the disadvantage that the adaptation is carried out too late, so that a smooth or instantaneous start or creep process of the motor vehicle cannot be guaranteed when the characteristic curve has deviated beyond a certain extent. The driver thus perceives a change in torque.
The clamping force of the clutch is to be understood here as meaning the force with which the pressure plate of the clutch bears against the clutch disk and reliably transmits the clutch torque. In this region, the pressure conditions of the clutch system cannot be monitored, and therefore the contact point cannot be determined in this region. For this reason, the pressure in the clutch system is usually compensated by a test procedure (Schn ü ffelvorgang), which in turn can lead to driving losses, since the clutch cannot be used for a certain time.
Disclosure of Invention
The object of the invention is to provide a method for adapting a contact point of a friction clutch, in which a reliable characteristic curve deviation is obtained even during a start or a creep of a motor vehicle.
According to the invention, the technical problem is solved as follows: a reference pressure signal is generated in a region, which is upstream of a clamping region of the friction clutch and includes the gap of the friction clutch, and after detection of the reference pressure signal, the contact point is adapted in this region without monitoring the clutch torque. The use of this reference pressure signal has the advantage that the contact points can be adapted in the region of the friction clutch upstream of the clamping region, which ensures a smooth and instantaneous start of the motor vehicle.
Advantageously, the reliably measurable reference pressure signal exceeds the interference signal occurring in the region of the gap comprising the friction clutch. Since the signal-to-noise ratio is not ideal in the region including the gap, the contact point has not been adapted in this region. Only the reference pressure signal is introduced to be able to adapt the contact point in this area.
In one embodiment, the reference pressure signal is approximately constant in proportion to the pressure prevailing in the clamping region of the friction clutch. According to this constant ratio, a very pronounced shift of the contact point can be achieved, which is particularly advantageous in particular for wet clutches which are almost wear-free and in which the pressure shift of the disk spring is almost constant.
In one variant, a structural element in the gap of the friction clutch is used to generate the reference pressure signal. This structural element is stopped by the clutch cover and, in the region of the friction clutch comprising the play, causes a constant stroke offset relative to the clamping force curve to be set.
In one embodiment, the component which is fixedly connected to the clutch on one side has a path offset with respect to the clamping force characteristic curve which occurs in the clamping region of the friction clutch. This ensures that the contact point can be reliably adapted even without a torque determination being necessary.
In one embodiment, a detection region, which is determined by a constant travel offset and in which the contact point is adapted, is formed in the region of the gap, which includes the friction clutch. In this case, the region of the friction clutch including the air gap is essentially divided into air regions, which are adjacent to the detection region. In this case, the detection region for adapting the contact point is immediately preceding the clamping region of the friction clutch, and in the absence of detection by the driver, the transition of the adaptation of the contact point from the region comprising the gap to the clamping region is smoothed.
In a particularly simple embodiment, a spring element is used as a construction element. Such a spring element has a constant travel deflection, which can be used in a simple manner in the region of the gap when adapting the contact point.
Advantageously, the reference pressure signal has a predetermined waveform (Signatur). By means of this waveform, the detection of the reference pressure signal and the adaptation of the contact point based thereon can be simplified in the monitor.
In one design, the predetermined waveform of the reference pressure signal includes a staircase shape. The step shape represents a particularly efficient reference signal for reliable detection by the monitor.
In one embodiment, the stepped shape of the waveform of the reference pressure signal is produced by stopping the structural element. By using a stop for the structural element, the adaptation is carried out sufficiently early in the clamping region, so that the driver cannot detect the contact of the pressure step in the non-operating state or the disengaged state of the clutch.
Drawings
The invention has a large number of embodiments. Many of the embodiments are described in detail in connection with the figures shown.
The attached drawings are as follows:
figure 1 is a schematic structure of a hydrostatic clutch operating system,
figure 2 is an embodiment of a measuring device for performing the method according to the invention,
figure 3 is a schematic diagram of a pressure versus stroke characteristic of a hydrostatic clutch operating system,
figure 4 is an embodiment of a contact point shift or characteristic curve shift in a hydrostatic clutch operating system according to the prior art,
figure 5 shows a schematic diagram of the determination of the contact point according to the method of the invention,
figure 6 is a friction clutch model for carrying out the method according to the invention,
figure 7 is an example of a pressure-stroke characteristic of the method according to the invention,
fig. 8 shows a second exemplary embodiment of a pressure-stroke characteristic of the method according to the invention.
Detailed Description
Fig. 1 schematically shows the structure of a hydrostatic clutch actuation system 1 having a hydrostatic clutch actuator 3, as used in a vehicle. The hydrostatic clutch actuation system 1 comprises a controller 2 which controls a hydrostatic clutch actuator 3. When the position of the clutch actuator 3 changes, the piston 4 of the master cylinder 5 moves to the right along the actuator stroke, wherein the volume in the master cylinder 5 is changed and a pressure p is generated in the master cylinder 5. The pressure p is transmitted via a hydraulic line 7 to a secondary cylinder 8 of a directly operated friction clutch 9 by means of a hydraulic fluid 6 serving as a pressure medium. The friction clutch 9 is referred to as a directly operated clutch because the operation is performed without interposing a lever spring. In this case, the pressure p of the hydraulic fluid 6 causes a stroke change in the secondary cylinder 8, which stroke change acts in the operation of the friction clutch 9.
The pressure p is determined in the master cylinder 5 by means of a pressure measuring device 10 connected to the controller 2. The stroke s traveled by the clutch actuator 3 is determined by a stroke sensor 11. The stroke s traveled by the clutch actuator 3 is also equivalent to the stroke of the friction clutch 9.
For the purpose of adapting the contact points during operation of the motor vehicle, a conventional monitor 12 is omitted from the control unit 2, which is connected in parallel with the actual clutch actuation system 1 (fig. 2). The monitor 12 comprises a model 13 according to the control technique which simulates the actual clutch operating system 1. The actual clutch actuation system 1 and the model 13 are supplied with the same input variables, for example a stroke s, over which the clutch actuator 3 travels when the friction clutch 9 is actuated. The actual measured pressure p is measured by the pressure measuring device 10 during the hydraulic strokemessWherein the clutch moment TmessDetermined by the engine torque and speed gradient. Measured pressure pmessClutch torque T obtained by summationmessAt the calculation node 14 with the pressure p described by the model 13ModellAnd a clutch moment T calculated from the model 13ModellA comparison is made. For the parameters p, T respectively form and pass to model correctionThe pressure difference Δ p and the moment difference Δ T of the unit 15, the model correction unit 15 determines a corresponding correction amount Δ TP of the contact point for further transmission to the model 13.
An example of a pressure versus stroke characteristic as monitored by the monitor 12 is shown in fig. 3. In this case, the stroke s is divided into three regions, in which the pressure characteristic curve is also extended. In a region, referred to as the replenishment region a, a communication opening 16 is opened, which communication opening 16 connects the hydrostatic stroke of the clutch actuation system 1 to a reservoir 17, wherein the pressure p of the hydraulic fluid 6 in the hydrostatic stroke can be compensated (fig. 1).
The region B, which includes the clearance of the friction clutch 9, is adjacent to the supplementary region a, in which the clearance of the friction clutch 9 is eliminated. This means that although the hydrostatic actuator 3 of the clutch actuation system 1 is moved, no torque is transmitted via the friction clutch 9. The clamping region C is immediately adjacent to the region B, in which the clamping force is effective and in which case the friction clutch 9 transmits torque. The clamping pressure is in this case proportional to the clamping force with which the friction clutch 9 engages the clutch discs. The clamping force is in turn proportional to the clutch torque T.
As can be seen from the diagram in fig. 4, the characteristic curve is shifted only in the clamping region C during the contact point shift Δ TP. According to the prior art, the contact points are not offset in the supplementary region a and in the region B which includes the gap of the friction clutch 9.
Fig. 5 shows a schematic diagram of the determination of the contact point according to the method of the invention. The dotted line represents the raw pressure characteristic curve. A reference pressure signal D is introduced into the pressure signal p in the regions B of the gap, which exceeds the signal fluctuations that the pressure signal p has in these regions a, B. Such a reference pressure signal D is generated, for example, by a sensor spring 18, which sensor spring 18 is firmly fixed to the friction clutch 9, in particular to a clutch cover 19, and which sensor spring 18 has a limited length. An increased pressure bias is introduced by the sensor spring 18. Arrow P1 represents the threshold of signal fluctuation P4. This reference pressure signal D can be detected sufficiently clearly within the region B by the monitor 12. The region B, which includes the gap of the friction clutch 9, is divided by the introduction of the sensor spring 18 into a lift region B1 and a sensor region B2, wherein the lift of the pressure signal p level is accomplished by a reference pressure signal in the sensor region B2. On the basis of the detection of the pressure threshold by the monitor 12, a corrected detection threshold Ln for the contact point is introduced with the reference pressure signal D. The detection threshold La before correction of the contact point is marked by an arrow P2. By means of such a corrected detection threshold Ln, which is reduced compared to the detection threshold before correction, the contact points can already be adapted during the lifting and correspondingly the characteristic curve can already be moved before the friction clutch 9 starts to transmit torque. This is illustrated by arrow P3.
An equivalent diagram of the modified clutch model to be used is shown in fig. 6. In this case, the pressure p acts on the pressure tank 20 and the hydraulic fluid 6, which action is illustrated by the spring 21. The pressure tank 20 is connected to the clutch cover 19 via a disc spring 22, and a leaf spring 23 is fixed to the clutch cover 19, the leaf spring 23 having a clearance LS on a side facing the hydraulic fluid 6 and the pressure tank 20. According to the invention, the sensor spring 18 is now arranged on the clutch cover 19. The sensor spring 18 can have a free end.
Reducing the axial model to the friction clutch 9 and the associated stiffness results in the characteristic curve shape shown in fig. 7. This characteristic curve shape corresponds to the illustrated pressure-stroke characteristic curve before correction. As illustrated in fig. 6, if a finite length of the sensor spring 18 is added to the gap LS and the coil spring force 22 is reduced accordingly, a new pressure-stroke characteristic is generated. This feature now includes the above-mentioned features in order to detect the characteristic curve shift in the gap LS and adapt the contact points.
As an embodiment, a sensor spring with a stop can also be introduced, which corresponds to a stepped pressure change of the reference pressure signal D in the gap LS, as shown in fig. 8. This stepped shape 24 of the reference pressure signal D requires less air travel and provides better travel resolution. According to this design, the shape of the step also has a smaller stroke tolerance than the free sensor spring 16. In this form, it must be noted that the height of the step exceeds the detection threshold relative to the lift level, in order to be able to carry out the contact point adaptation directly at the step 24.
The sensor spring with the stop can also be adapted sufficiently earlier than the clamping region C, so that the driver cannot detect the contact of the pressure step when the friction clutch 9 is not in operation or when the friction clutch 9 is disengaged.
List of reference numerals
1 hydrostatic clutch actuation system
2 controller
3 hydrostatic clutch actuator
4 piston
5 Master cylinder
6 Hydraulic fluid
7 hydraulic pipeline
8 auxiliary cylinder
9 Friction clutch
10 pressure intensity measuring device
11 stroke sensor
12 monitor
13 model
14 operation node
15 model correction unit
16 communication hole
17 reserve container
18 sensor spring
19 Clutch cover
20 pressure tank
21 spring
22 coil spring
23 leaf spring
24 jump degree
A supplementary region
B comprises the region of the gap of the friction clutch
C clamping area
Reference pressure signal

Claims (9)

1. A method for adapting a contact point of a friction clutch, which is driven by a hydrostatic actuator (3) in an automated clutch actuating system (1), wherein the contact point is adapted by means of a pressure (p) according to a pressure/stroke characteristic curve, whereby a clamping force/stroke relationship is determined which is dependent on a transmitted clutch torque (T), characterized in that a reference pressure signal (D), which can be reliably detected, is generated in a region (B) preceding a clamping region (C) of the friction clutch (9) and comprising a gap of the friction clutch (9), and after detection of the reference pressure signal (D), the contact point is adapted in the region (B) without monitoring the clutch torque (T);
a structural element (18) is arranged in the gap (LS) of the friction clutch (9) in order to generate the reference pressure signal (D).
2. Method according to claim 1, characterized in that the reference pressure signal (D) which can be reliably detected exceeds a disturbance signal which occurs in the region (B) comprising the gap of the friction clutch (9).
3. Method according to claim 1 or 2, characterized in that the reference pressure signal (D) is approximately constant proportional to the pressure (p) occurring in the clamping area (C) of the friction clutch (9).
4. Method according to claim 1, characterized in that the structural element (18) which is fixedly connected on one side to the friction clutch (9) has a constant travel offset relative to the clamping force characteristic curve which occurs in the clamping region (C) of the friction clutch (9).
5. Method according to claim 4, characterized in that a detection region (B2) determined by the constant travel offset is formed in a region (B) comprising a gap (LS) of the friction clutch (9), in which detection region (B2) the contact points are adapted.
6. The method according to claim 1, characterized in that spring elements are used as the structural elements.
7. A method according to claim 1, characterized in that the reference pressure signal (D) has a predetermined waveform.
8. The method of claim 7, wherein the predetermined waveform of the reference pressure signal (D) comprises a stepped shape (24).
9. Method according to claim 8, characterized in that the stepped shape of the waveform of the reference pressure signal (D) is generated by stopping the structural element.
CN201810036416.7A 2017-01-18 2018-01-15 Method for adapting a contact point of a friction clutch Active CN108331856B (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017100927.2A DE102017100927A1 (en) 2017-01-18 2017-01-18 Method for adapting a touch point of a friction clutch
DE102017100927.2 2017-01-18

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CN108331856A CN108331856A (en) 2018-07-27
CN108331856B true CN108331856B (en) 2021-04-20

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Publication number Priority date Publication date Assignee Title
CN111981058B (en) * 2019-05-21 2022-03-25 上海汽车集团股份有限公司 Wet clutch pressure control method and system

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US5337874A (en) * 1993-03-19 1994-08-16 Eaton Corporation Method/system for determining clutch touch point
GB2330889B (en) * 1997-05-30 2002-05-15 Luk Getriebe Systeme Gmbh Method and device for controlling a clutch
EP2053262A1 (en) * 2007-10-26 2009-04-29 GM Global Technology Operations, Inc. Method and apparatus to control clutch fill pressure in an electro-mechanical transmission
EP1437520A3 (en) * 2003-01-13 2009-09-02 Continental Automotive GmbH Method of controlling an automatically actuated clutch
CN103161851A (en) * 2011-12-19 2013-06-19 腓特烈斯港齿轮工厂股份公司 Method and device for determination a touch point of a friction clutch
CN104411992A (en) * 2012-04-13 2015-03-11 舍弗勒技术有限两合公司 Method for determining a biasing force characteristic curve of a clutch
WO2016146118A1 (en) * 2015-03-17 2016-09-22 Schaeffler Technologies AG & Co. KG Method for adapting a bite point of a clutch which is closed in the non-actuated state
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